Soft crash-barrier impact-attenuation system, device, and method

ABSTRACT

In one embodiment of the present invention, a crash barrier system consists of a soft barrier system of a modular approach wherein each module includes an outer casing comprising a selectively closable top and at least one vertical side wall having a flap for directing effluent air flow upon compression; an inner structure comprising at least one baffle, or alternatively, a bladder, adapted to fit inside the outer casing; and an anti-lift weighted mat coupled to a front portion of the outer casing.

PRIORITY CLAIM

The present application claims benefit under 35 USC Section 119(e) ofU.S. Provisional Patent Application Ser. No. 61/901,716 filed on2013-11-08: The present application is based on and claims priority fromthis application, the disclosure of which is hereby expresslyincorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to attenuation of impact forces in motorsportclosed-course events. More specifically, the present invention relatescollapsible-on-impact soft crash barrier systems and even morespecifically to compartmentalized modular barrier systems usingcontained ambient/atmospheric air with directional controlled dischargeof the impacted pressurized ambient air upon impact.

BACKGROUND

The present invention, in one embodiment, is particularly well-suited toprotect motorcycle riders, but can be used in other applicationsincluding, but not limited to, snowmobile racing, protecting downhillskiers, bicycle events, street luge, karting, and other light-weightvehicle and motorized vehicle, or non-motorized, but high-speed sportingevents, competitions, and for recreational use to protect participantsfrom direct impact into fixed, rigid, or semi-rigid barriers. Otherembodiments of the present invention are well suited for crash barriersfor automotive motorsports replacing conventional tire barriers, forexample.

Racetracks and, in some instances, highways or other public roadways,include rigid barrier walls to contain errant vehicles within theroadway. Often, such systems are designed to keep bystanders safe fromerrant vehicles more so than to reduce the impact forces on the vehicle.The possibility exists where the human body is subjected directly to theimpact energy to the rigid barrier walls (i.e., fallenmotorcycle/bicycle rider, karting drivers, street luge participants,downhill skiing/skating, snowmobile flat track, etc.). Rigid orsemi-rigid barriers MAY be suitable for retaining or possiblydissipating impact energy of VEHICLES, but direct human impact with thistype of barrier system (i.e., concrete wall, earthen embankment, steelrail, bundled tires, etc.) is far too hard/stiff.

In other instances, motorsport venues utilize stacked and bundled tiresto attenuate impact forces before vehicles strike rigid (i.e. concretewall) barriers. In these systems, the driver of the automobile must relyon safety systems integral to the vehicle (crumple zones, safetyharnesses, crash cages, etc.) to survive impact with such barriers.

In certain locations on public roadways, collapsible container barriersare sometimes employed to reduce the impact on the vehicle before thevehicle impacts the rigid barrier. Common approaches include plasticbarrels filled with water or sand. More recently, Wilson describes aCompact Barrier System in U.S. Pat. No. 7,100,903 issued on 2006 Jul. 5.Therein, an impact barrier system includes a plurality of bow-shapedpanels attached to a rigid retaining wall in overlapping, side-by-siderelationship. This system absorbs some of the impact should a vehiclecrash into the barrier.

On closed-course raceways, such as multi-use road courses, stacked tirewall barriers are used to absorb kinetic energy upon a vehiclecollision. One example of this well-understood technique is theimpact-absorbing device described by Hildreth, Jr. in U.S. Pat. No.3,951,384 granted on 1976 Apr. 20. One over-looked problem with suchbarriers is that they are designed to protect the structure that theyare placed in front of and/or are designed to prevent a vehicle fromtraveling past the barrier (and into the spectators, for example). Thisdesign feature requires that the vehicle protect the occupants from theimpact force as the primary design feature is to protect the structure(i.e. bridge abutment, retaining wall, etc., or to prevent the vehiclefrom passing through the barrier), thus the vehicle attenuates much ofthe impact forces often resulting in significant damage to the vehicleand placing occupants at risk.

Also overlooked is protection to ejected occupants of vehicles,particularly motorcycle riders and other similar low-mass vehicles. Thisis particularly true on racetracks including closed course temporarycircuits that serve both automobile events and motorcycle events.Existing compressible barrier systems, adopted for use primarily byautomobiles, are optimized to attenuate the impact energy (“G”) highperformance track-going vehicles weighing 1000 to 4000-lbs or more withsome capable of speeds near 200-mph. Such systems are not safe toprotect-from-harm motorcycle riders in a crash during a motorcycle raceor other such event.

Existing motorcycle-specific crash barrier systems are extremely costlyto produce and install repair and maintain. As a result, only limitedvenues and/or organizing sanctioning bodies that have significantbudgets allocated toward proactive safety improvements for allparticipants (i.e. world-class professional motorcycle road-races) canafford to own, install, set-up, and maintain. The current art,therefore, ignores or otherwise fails to adequately address safety needsof semi-professional, recreational, and amateur riders—despite thattheir needs for safety are at least, if not greater, a concern than theprofessionals.

Other limitations of existing crash barriers are inadequate designand/or construction to eliminate the rider from sliding underneath thebarrier. Further, there is a need to not just dissipate the outflow ofdischarged air, but to manage this outflow, store it and reuse it inadjacent systems, so that when impacted by a rider, the systems work inconcert to ensure that the rider is not rebounded back into theracecourse, and the systems can rapidly reconfigure ready for the nextpotential impact. Another common failure and inadequate design and/orconstruction that is a contributing factor to riders sliding beneath thebarriers are the joint anchor failures resulting in crash barrier lift.High wind environments often show the existing inadequacies of design tokeep the barriers on the ground.

More specific limitations of the current art will be better appreciatedby a brief discussion of some representational disclosures. For example,a lack of compression volume to ensure motorcycle rider safety is acommon shortcoming in the art. One such example includes the teaching ofWilliams et al. in U.S. Pat. No. 6,533,495 issued on 2003 Mar. 18.Therein Williams et al. describes a panel member adapted to be connectedto a rigid member. The panel member has a front wall, a rear wall andtwo sidewalls extending between and interconnecting the front and rearwalls. A support member in panel member extends between andinterconnects at least two of the walls. The sidewalls are adapted to beangled relative to the rigid member in a direction of movement of theobject when the panel member is mounted to the rigid member. An impacton the panel member will tend to deform the panel member toward therigid member in the direction of movement of the object. Thisdeformation allows the panel member to absorb the energy of the objectfor decelerating and redirecting the object subsequent to impact. Thepanel members are positioned in adjacent relation for allowing relativeindependent movement of the panel members upon impact. Impact of a panelmember will transmit the force of the impact to adjacent panel membersthat are similarly deformed for successively absorbing energy andredirecting the object subsequent to impact at an angle relative to therigid member less than the angle of impact.

Other advantageous features include a modular design that allows quickand economical replacement of sections of the barrier after an impactoccurs should damage result in the system or its components requirerepair or replacement. One example of an attempt to modularize a crashbarrier system includes a soft wall for racetracks as described byWitcher in U.S. Pat. No. 6,932,537 issued on 2005 Aug. 23 (See alsoWitcher, U.S. Pat. No. 6,773,201 issued 2004 Aug. 10). Therein Witcherteaches a modular energy absorbing soft wall system consisting of aplurality of partially overlapping interlocking panel structures mountedon anchors on the side surface of an elongated concrete roadway barrieror median. Each panel consists of a flexible core layer sandwichedbetween a front and rear high-density plastic layer. The core layerconsists of a plurality of vertically extending air chambers. Anelongated top piece with a flat bottom and an arched top is secured tothe top portion of the core layer. The bottom portion of the systemrests upon intermittent supports that extend to the road surface. Duringa vehicular impact energy is absorbed when the plastic layers deform,the chambers collapse, and the trapped air in the chambers escape outapertures in the inner plastic layer and through the bottom of therubber layer. However, the Witcher system is directed to containingautomobiles and therefore is ill-suited to protect a rider of amotorcycle and death or serious injury will occur if a motorcycle riderimpacts this barrier system as there is an insufficient volume forcompression and the outer materials are too hard.

Yet another desirable feature is a barrier system that includes flexibleconnecting portions. For example, Galiana et al. disclose a protectiveor delimiting barrier having a flexible connecting system in U.S. Pat.No. 6,439,801 issued on 2002 Aug. 27. Therein Galiana et al. teach aplurality of hollow separating elements. Each of the separating elementsincludes a cylindro-convex end and a cylindro-concave end. Each of theseparating elements is capable of containing a shock absorbing volume ofair. A lower flexible member is provided and is one of a strap and aband. The lower flexible member extends through at least one separatingelement and into an adjacent separating element. An upper flexiblemember is provided and is one of a strap and a band. The upper flexiblemember extends through at least one separating element and into anadjacent separating element. The upper flexible member is arranged abovethe lower flexible member. The plurality of separating elements areconnected end-to-end such that the cylindro-convex end of one separatingelement is disposed adjacent the cylindro-concave end of anotherseparating element. An articulation is formed between thecylindro-convex end of one separating element and the cylindro-concaveend of an adjacent separating element. However, a limitation of thissystem is again, a lack of suitable compression volume and overly rigidmaterials that will result in serious bodily harm or death to amotorcycle rider in a crash.

One example of the current state of the art for motorcycle crash barriersystems at motorcycle racetracks is the Alpina brand, which is currentlythe top brand of FIM homologated soft barriers, and holds the contractwith the FIM for all world level motorcycle road race events.Alpina-brand barriers are made from heavy-duty, reinforced polymerfabric that is extremely strong yet flexible and highly UV stabilized.The modular units are strapped together. Each inflatable sectionconsists of front and back cushions, separating cushions dividing thefront from the back, and normal or ambient air pressure cells. All thecushions are lightly inflated above the ambient air pressure. There arealso non-inflatable Alpina-brand barriers utilizing foam to form thedesired shapes.

SUMMARY OF THE INVENTION

Closed course motorcycle riding, for example, is incredibly fun for thethousands of riders who participate annually across the United States.Triple digit speeds are the norm and part of the allure of this sport isthe element of danger, harnessing the power of a high-horsepower,low-weight machine and pushing personal skill limits.

Similarly, other high-speed recreational activities, competitions, andprofessional sporting events subject human participants to tremendousimpact forces when deviating from the intended path and then striking abarrier placed to separate participants from spectators or preventparticipants from additional harm. Such events include a variety ofclosed course activities i.e., temporary street circuit closed courseuse as in street luge or other barrier-lined events such as downhillskiing, skating, snowboarding, skateboarding, bicycling, and the like.

As more and more riders (or other participants just mentioned) pushtheir own ability and test the limits of their bravado and physicallimits of their machine, crashes are inevitable. And, mosttracks—despite efforts to make them safer—vary widely venue to venue,depends on vehicle corner speed, proximity to rigid or semi-rigidbarriers such as bundled tire barriers and/or concrete/steel walls. Manyaccidents occur at high-enough speeds that the rider is still travelingat a high rate of speed with potential to hit rigid barriers.

The present invention offers a solution that greatly increases thelikelihood that a rider will simply stand up and walk away from such acrash. The present invention, in one embodiment, is branded as “SoftShield” soft barriers and or “Soft Shield Air”, both of which arecommon-law trademarks of SB Holdings, LLC, an Oregon Limited LiabilityCompany. And, the various embodiments of the present invention aredesigned to exceed the highest FIM Type A-level protection for everyone,at every event, every time. The FIM is the global sanctioning body forall things motorcycle from racing events, to safety devices, to coursedesign.

In the art, a “soft barrier” is either an inflatable or non-inflatablesoft-wall safety barrier system deployed around the perimeter of closedcourse venues directly in front of hard walls or objects to safelydissipate the impact energy.

Further, as tire technology and machine technology advances, it allowsincreasingly later and later braking points, higher entry/corner speeds,and higher corner exit speeds. With higher speeds, distances to rigidbarriers that may have been safe in 1990 are dangerously close in 2013.Most venues want to maintain a high level of safety, but coursereconfigurations are highly expensive. Even with the desire to provideincreased safety, the available funds to undertake the effort is theultimate deciding factor. Currently available soft barrier brands arevery expensive to outright purchase, ship, store, deploy and maintainfor the individual venues. Competing brands often require significantrepairs after just one impact at significant expense to the venue.Today, most soft barrier deployments in the North American market arealmost exclusively for major events. It is rare for a venue to own softbarriers due to the high costs of ownership. Typically only theprofessional level AMA Pro Racing events have close to a proper FIMlevel of safety. That leaves over 98% of events without adequate safetycoverage.

To address these issues, the various preferred embodiments of thepresent invention provide a comprehensive and unique apparatus and aunique business method. Thus, the present invention provides bothincreased safety and lower operating/ownership costs than previouslyavailable from the current art.

In at least one contemplated an preferred embodiment, the presentinvention use a variety of performance materials includinghigh-strength, UV stabilized polymer coated performance fabric,stainless steel, a variety of urethane foam compounds, high-strengthperformance webbing, etc., for example. Other suitable materials includeDyneema or Spectra filament lines.

When a rider crashes the impacts are often violent: Fallen motorcycleriders and 400-lbs motorcycles travelling at three digit speeds. Toattenuate the crash the various embodiments of the present invention,one of which is an inflatable version and another is a non-inflatableversion, designed to exceed the highest FIM Type A-level of safety.

For example, the system of the present invention uses a modularapproach. Each full size module is 120″ long by 48″ deep, and is 54″tall in the back and 48″ tall in the front.

The front of the external cover has to sustain the impact energy, rapidair pressure rise while resisting penetrating forces and tearing, evenwhen impacted with jagged edges of fiberglass, carbon fiber, aluminum,steel, etc. That rapid air pressure increase is then metered through aseries of vents on the soft barrier system (and soft barrier air system)Insert designed to control the rate air pressure dissipation and reducethe overall impact energy. At the base and rear of the outer cover aretwo external vents that permits the over pressure impact air to travelto the adjacent barriers (or to atmosphere if mounted at the end). Eachmodule does its part to reduce the impact energy, even if the mainenergy is focused on a singular unit. At the base of the outer cover arethree pockets with flaps that extend from the base at ground level.Within this pocket are the weighted base mats (an innovation onlyavailable with the Soft barrier systems), this helps to prevent thebarrier from lifting, either from impact or in high wind environments,preventing instances of a rider careening beneath the barrier. Theexternal cover contains ALL of the high strength anchoring or mountingpoints to connect units to one another on the interior of the coversafely away from penetrating and impact forces. These anchoring pointsextend continuously through the entire length of the module. Each endhas the double D-ring configuration or other appropriate hardwareconfiguration while the other has the extended free strap. This enableseach unit to be anchored together and share the impact energy acrossmultiple stress points. The continuous anchoring attachment points are ahuge competitive design advantage. Each module contains a total of over60 linear feet of 2″, high-strength, performance “seat belt” typewebbing with number 14 stainless steel 2″ D-rings. High-strength zippersin combination with high strength hook and loop fasteners securelyenclose the outer cover “top” yet permit opening for maintenanceinspections. Alternatively, this webbing can be replaced with braidedstainless steel cable and chain links. Other suitable, preferred, andcontemplated materials include Dyneema-brand or Spectra-brand, orsimilar, lines, braided filaments, ropes, or cables, which are known,lightweight, high-strength, oriented-strand gel spun through aspinneret. They have strength-to-weight ratios in a range from 8 to 15times higher than steel. Further, such cables have less stretch, aremore abrasion-resistant, and are thinner than traditional metal lines.

The outer cover is only part of the solution. The internal structureassists in containing and metering the impact air compression. Highstrength zippers or, alternatively, hook-and-loop type fastener systems,connect either the inflatable insert or the non-inflatable insert to theinside of the outer cover. There are multiple zippered (or othercoupling mechanisms that enable selective joining of adjacent modules orcomponents and the like) mounting locations to secure the appropriateinsert, whether inflatable or non-inflatable.

The full-size non-inflatable embodiment contains the “zip in” insert andsix individual foam frames and other components that work in concertwith the outer cover to effectively reduce impact energy. The cover andnon-inflatable insert is responsible for controlling the rapid ambientair compression rise in each “cell” without bursting apart. It is thefoam that helps to absorb any remaining impact energy, store it, then,immediately reuse that stored energy to return the system to itspre-impact shape, making the soft barrier system ready for the nextimpact. Each full-size soft barrier system has six ambient air pressurecells formed by a combination of the insert and the outer cover. Withinthese six single ambient cells are six separate foam skeletons. Uponimpact, the compressed ambient air from the front cell is allowed tomove at a metered rate from the front cell into the rear cell directlybehind. As the air pressure rises in the rear cell, the over pressure isreleased to the adjoining cells (if the middle rear cell) and/or throughthe compression air impact transfer system to the adjacent soft barriersystem unit (or to atmosphere) absorbing the impact. After impact energyabsorption is complete the kinetic energy stored within the foamskeletons rapidly reintroduces atmospheric air pressure to refill theambient air cells. These innovations, along with the full linear anchorjoints and anti-lift components, are what set the soft barrier systembarriers apart from any non-inflatable soft barrier available on themarket today.

Another contemplated embodiment includes an inflatable and portablemodel and, as such, contains an inflatable bladder and other componentsthat work in concert with the outer cover to reduce impact energy. As inthe non-inflatable model, the soft barrier air system uses the exactsame soft barrier system external cover. This is a design innovation ofthe soft barrier air system. The inflatable insert zips into the outercover at the same points as the non-inflatable insert. This insert hassimilar pressurized air metering devices to the non-inflatable insert.This is very different from the competitor's inflatable systems.

Other stark differences are the fact that the soft barrier air systemhas a much smaller length, lighter deflated weight, capability forsingle inflation fill location, and can be installed quickly with oneperson. Similar to its non-inflatable stable-mate, the full-size softbarrier air system barrier unit has six ambient air cells via the singleinflated soft barrier air system insert. This inflated skeleton helps toabsorb the remaining impact energy, store it, and then immediately reusethat stored energy to return the cover to its pre-impact shape, makingthe soft barrier air system ready for the next impact.

Other advantages of the present invention include:

-   -   Commonality of components, for examples both the inflatable or        non-inflatable frame structures use the same outer cover and the        size of each of the ambient atmospheric air cells are similar        regardless of configuration of the barrier system;    -   Designed with ultimate durability and functionality for        long-term use;    -   The individual barrier modules are designed to work in concert        with the other modules so a customized installment can be made        regardless of racetrack configuration; and    -   Module components are configured for ease of assembly,        maintenance, repair or replacement.

DRAWING

FIG. 1 is a left-side view of an inflatable insert (inflated tubeframework) of a soft barrier system of one preferred embodimentaccording to the present invention.

FIG. 2 is a right-side view of the system of FIG. 1.

FIG. 3 is a top view of the system of FIG. 1.

FIG. 4 is a front view of the system of FIG. 1.

FIG. 5 is a back view of the system of FIG. 1.

FIG. 6 is an alternative top view of the system of FIG. 1.

FIG. 7 is an alternative front view of the system of FIG. 1.

FIG. 8 is an alternative back view of the system of FIG. 1.

FIG. 9 is an offset top view of the system of FIG. 1.

FIG. 9 a is an offset view of one embodiment of a system according tothe present invention.

FIG. 10 is an alternative offset top view of the system of FIG. 9 a.

FIG. 11 is yet another offset top view of the system of FIG. 1.

FIG. 12 is a detail view of a coupling mechanism for components of thepresent invention in various preferred embodiments.

FIG. 13 is an offset view of one possible non-inflatable completeversion of a soft barrier system according to another preferredembodiment of the present invention.

FIG. 14 is a left side view of a possible non-inflatable version of asoft barrier system according to another preferred embodiment of thepresent invention.

FIG. 15 is a right side view of a possible non-inflatable version of asoft barrier system according to another preferred embodiment of thepresent invention.

FIG. 16 is a top view of a possible non-inflatable version of a softbarrier system according to another preferred embodiment of the presentinvention.

FIG. 17 is a front view of a possible non-inflatable version of a softbarrier system according to another preferred embodiment of the presentinvention.

FIG. 18 is a back view of a possible non-inflatable version of a softbarrier system according to another preferred embodiment of the presentinvention.

FIG. 19 is a top view of a fabric pattern adapted for use in variousembodiments of the present invention.

FIG. 20 is a front view of the pattern of FIG. 19.

FIG. 21 is a top view of a flat pattern for an inflatable bladderconstruction for a front and left sidewall according to one embodimentof the present invention.

FIG. 22 is a top view of a flat pattern for an inflatable bladderconstruction for a back and right sidewall according to one embodimentof the present invention.

FIG. 23 is a top view of one possible inflatable insert according to onepreferred embodiment.

FIG. 24 is a top view of a flat pattern for an inflatable insertaccording to one embodiment of the present invention.

FIG. 25 is a top view of a flat pattern for an inflatable insertaccording to one embodiment of the present invention.

FIG. 26 is a detail front view of a one-way flap for the panel of FIG.24.

FIG. 27 is a top view of a middle bladder assembly as configured to beattached within the inflatable insert of FIG. 23.

FIG. 28 is an offset view of the inflatable bladders as assembled andinflated and inserted into a cover according to the present invention.

FIG. 29 is a detailed top view of a base mat according to the presentinvention.

FIG. 30 is an assembly view of a soft barrier outer cover with onepossible version of a semi-rigid out front panel according to a possibleembodiment of the present invention.

FIG. 31 is a partial front view of the semi-rigid panel of FIG. 30.

FIG. 32 is an exploded view of non-inflatable internal componentsincluding foam frames and flexible sheet rubber panels of a soft barriersystem according to the present invention.

FIG. 32A is an offset view of bonded, non-inflatable internal componentsof a soft barrier according to a possible embodiment of the presentinvention.

FIG. 33 is an exploded view of the inflatable internal componentsincluding inflatable bladders and flexible sheet rubber panel of anotherembodiment of the present invention.

FIG. 33A is an offset frontal view of the assembled inflatable internalcomponents of a soft barrier system according to one embodiment of thepresent invention.

DESCRIPTION OF THE INVENTION

Possible embodiments will now be described with reference to thedrawings and those skilled in the art will understand that alternativeconfigurations and combinations of components may be substituted withoutsubtracting from the invention. Also, in some figures certain componentsare omitted to more clearly illustrate the invention.

The present invention presents a solution that, in various embodiments,easily scales for various uses from an appropriate barrier thatincreases rider safety for motorcycle events to an automobile barriersuitable for higher impact force experienced in high-speed auto racing,for example. In each embodiment, impact forces are attenuated bycontrolled and directed displacement of airflow from a relatively softbarrier system. Key components and various embodiments of the presentinvention will now be discussed in depth. However, there are similarcomponents that need only be scaled for particular use. Other componentsremain the same, regardless of intended use or application.

The Outer Cover

In one embodiment, a soft barrier termed “soft barrier air system” anddeveloped under the brand Soft Shield Air (a trademark of SB Holdings,LLC) barrier air system includes a high-strength, UV stabilized, andflame-retardant polymer-coated, high strength specialty fabric tocontain pressurization upon impact. The front face uses multiple fabricand coating layers to prevent puncture. Inside, a high-strength, fulllinear, stainless steel or composite filament strand (as describedbelow), barrier-to-barrier joints shielded between layers of polymerfabric enable multiple barriers to be linked together by fixed barrieranchoring points. Additionally, weighted base mats are designed toprevent lift in high-wind environments and prevent people and thingsfrom careening beneath the barrier system.

It is highly serviceable and utilizes zippers, hook-and-loop fastenersystems, chain links, or other known mechanisms designed to enableselective attaching or coupling of adjacent modules to one another or toa provided fixed element (such as an existing rigid barrier already inplace on a given race course, for example). Further benefits includeintegrated advertising panels to provide the owner alternative revenuestreams.

Each individual barrier unit is individually pressurized and includes anambient air pocket. In the event of impact, the affected individualbarriers displace the ambient air from the pocket in a controlled anddirected manner venting from barrier to barrier in a system of linkedbarriers. Individual impact barriers are easily configurable into avariety of shapes, sizes, and are fully customizable to a giveninstallation.

The Inflatable Bladder Inserts.

Common to many of the preferred embodiments, the system includes innerbladders, which are configured to hold slightly pressurized air. Thebladder inserts consist of high-strength, air holding POLYMER-coatedperformance fabric and include welded ribbed I-beam construction, whichprovides durability and strength. Upon inflation the bladders and outercover form atmospheric air pressure cells and three-dimensional shape.The bladders zip in and attach (or use a hook-and-loop fastener system,or other known means to provide selective coupling) to the system forease of use and serviceability. The bladders include pressure reliefvalves at less than 1-pound per square inch (psi), for example, toprohibit over pressurization. The bladders are shielded from puncture bythe high-strength outer cover. A single-location manifold can be used toinflate multiple bladders in multiple individual barriers in a givensystem and this further enables autonomous inflation and pressurecontrol. Again, shape, sizes, and configurations are customizable to anyinstall, or can be made from standard shapes and sizes.

In another embodiment, a soft barrier system branded as Soft Shield (atrademark of SB Holdings, LLC) barrier system utilizes the same outercover as just described above, but also includes a performance fabricinsert to form separate ambient air cells with rigid-like foam inserts,which are detailed below.

The Soft Barrier System Foam Inserts and Ambient Air Cell Separator:

As in the aforementioned inflatable embodiment, the structure of thisnon-inflatable soft barrier includes high-strength, air-holdingpolymer-coated performance fabric to separate the atmospheric air cellsand control impact pressurization. Additionally, a framesystem—consisting of foam—configures to create the desiredthree-dimensional shape and add additional rigidity to the system. As inthe other embodiment discussed above, the zip-in insert and outer coverform an atmospheric air pressure cell, or more particularly, a group ofcells. The zip-in feature provides ease of use and unlimited access forserviceability. And, the cells can be in standard shapes, or created ina variety of shapes and sizes NOT just the one(s) illustrated in thedrawing, as would be appreciated by those skilled in the art.

These first two, just-discussed-above, embodiments are well suited fortrack use to protect motorcycle riders and other users of low-massvehicles where the vehicle is not designed to protect the user fromimpact forces and where the rider is more susceptible to impact,preferably a higher functioning and more capable impact-dissipating softbarrier: Accordingly, these embodiments are better suited to protectpeople and attenuate less impact forces.

In yet another embodiment, this version is inflatable and branded the“TrackShield Air” (a trademark of SB Holdings, LLC) barrier system. Itsdescription and potential applications designed specifically to safelyattenuate vehicular impact energy and can be considered an alternativeto the well-established tire barrier and its various iterations. Again,as discussed with the first two previous embodiments, this soft barriersystem includes an outer cover, multiple layers of nearly 1-inch thick,yet flexible rubber sheets, and inflatable bladder inserts sandwichedbetween the rubber sheets, all of which are very similar in function anddesign as previously discussed, above. Accordingly, those descriptionsare not repeated here in the interest of brevity and clarity. Theatmospheric ambient pressure cells are smaller while the inflatedinternal bladder structures are larger with higher setting pressurerelief valves. And, again, the shapes and sizes are varied, withcustomization for a particular installation easily accomplished.

Yet another embodiment branded as “Track Shield” (a trademark of SBHoldings, LLC) barrier system soft barrier system, which isnon-inflatable, well suited and designed specifically to safelyattenuate vehicular impact energy consists of the same outer cover, asdiscussed in relation to the other embodiments, above. Further, thisbarrier includes foam inserts sandwiched between layers of nearly 1-inchthick, yet flexible, rubber sheets to form ambient air cell separators,as discussed above. Again, this is better suited to higher impact forcesof motor vehicles—such as racecars.

Additional details are now discussed with reference to the drawing tobetter describe the present invention.

Low Pressure, Tubeless, High-Yield Barrier System.

Another preferred embodiment of the present invention contemplates a lowpressure, tubeless “soft” barrier system configured for use atmotorsport events including motorcycles, but also is suitable forkarting, lightweight sports racers, as well as and non-motorized eventsincluding bicycle races and cycle-cross races and the like. Because theimpact forces of these types of activities are lower than—say—anautomotive event, this embodiment utilizes components that are bettersuited to protect a person from impacting fixed or rigid barriers andthis system further replaces traditional ‘tire walls’ common at manyvenues.

This preferred embodiment uses a system of both vertical and horizontalstrips constructed of high-strength performance fabric. These stripsjoin an outer fabric to an inner fabric, which are sealed and joined toform an air passageway that is configured to be inflated at slightlyabove atmospheric pressure. The strips mechanically restrict the innerand outer fabrics to separate under pressure to a predetermined distanceand arrangement.

Accordingly, the inflatable insert system includes an outer fabric layerhaving an outside face and an inside face. The system also includes aninner fabric layer having an outside face and an inside face. The outerfabric layer and inner fabric layer couple together either directly orby means of at least one intermediate and continuous sidewall. The outerfabric layer and inner fabric layer are configured to define an airvolume. Coupling to both the inner face of the outside layer and theinner face of the inner layer, at least one vertical strip and at leastone horizontal strip are configured to restrict and limit the movementbetween the outside fabric layer and the inside fabric layer whenpressurized. The inner fabric layer and outer fabric layer are furtherconfigured to arrange in an elongated, rectangular, box-shape having anopen top and an open bottom, thus defining an ambient-air volume. Thisbox-shape, importantly contained within an outer cover, has a tracksidepanel, two oppositely disposed sidewall panels coupled to the tracksidepanel, and a back panel opposite the trackside panel. Each sidewallpanel is further configured to have an air-release port positioned inthe rear and near the base of the outer cover. The location of this portis configured to present the air-release and air-intake from one modulesystem to another. This enables identical box-shape units to positionside-by-side, in close proximity to each other to create a continuousbarrier system for any desired length.

FIGS. 21 and 22 show two major component inflatable assemblies prior toinflation, that when inflated form the inner perimeter of the full sizesoft barrier air system insert 200 (See the assembly view of FIG. 28)prior to pressurization. FIG. 21 shows a combined trackside 201 paneland left sidewall panel 203 of the inflatable bladder. FIG. 22 shows acombined back panel 205 and right sidewall panel 207 of the inflatablebladder. Visible from the exterior, as FIGS. 21 and 22 show, the weldsthat correspond to the plurality of horizontal strips 213 and verticalstrips 211 appear. However, the strips are actually located between theinner and outer fabric layers and are not directly visible from theoutside of the panels. Both the left and right sidewall panels includeair-directing vents or ports 209. FIG. 23 shows the pressurized panelsof FIGS. 21 and 22 from a top view, the panels are assembled to form arectangular box with an open-air volume (ambient) in the center. A coverassembly 240 and 230 (discussed below) serve to encapsulate the ambientair chamber 215. When the chamber 215 collapses (due to a collision, forexample), the displaced air is vented out through the ports 209. 250denotes the pocket enclosure that contains the weighted base mats whichserve to reduce lift on impact or in high wind environments.

FIGS. 25-27 illustrate the middle bladder assembly panel system 220 ofthis embodiment. FIG. 24 shows the left inner bladder panel 203 and FIG.25 shows the right inner bladder panel 205/207, sealed together andinflated as just described in the previous paragraph. Two of thesemiddle bladder subassemblies are assembled with the middle divider 223to complete the FIG. 27 assembly. FIG. 26 shows a flap for the ports209. The ports 209 are one-way ports and include a flap 217 that openson impact exhaust then closes and covers and is selectively secured atone end by a hook and loop fastener 219 and welded at an opposite end soit can selectively hinge at the weld.

FIG. 27, a top view, shows the middle bladders 221 for the bladder panelsystem 220. The bladders are pressurized less than 1 psi. Anun-inflatable, fabric panel center divider 223 forms part of the ambientatmospheric pressure cells to create six cells in the chamber 215 of thepanel insert 200 of the full size soft barrier air system.

The system further includes a cover 240 consisting 5-sided sleeve 240and snug fitting top 230. The sleeve includes air-release ports 242 at alower portion of each side. The cover cooperates with the weightedbase-mat enclosure 250. Assemblies 200 and 220 are secured to the outercover assembly 240. The cover is similar in function and form aspreviously discussed with the first two preferred embodiments.

Additionally, the cover includes stainless steel braided cableencapsulated by a performance, polymer-coated fabric and sandwichedbetween the outer cover front panel layers. Each end of the braidedcable includes a loop so that adjacent units can be coupled together bymeans of a chain link or other suitable high strength device. And theunits can be further secured to rigid objects found at the venue ofchoice.

When a crash occurs and rider or vehicle travels into the barrier systemas just described, the ambient air space compresses. The compressed(nominally ambient) air is forced out of the air-release port in adirected in an intentional manner so to absorb impact forces, but alsodirect the release of the air so that the vehicle or person does notlaunch up and over the barrier.

Higher-Pressure, Tubeless, Lower-Yield Barrier System.

For automobile racing, in another preferred embodiment the presentinvention contemplates an improved system that incorporates the elementsdiscussed with regard to the third preferred embodiment, but bolsteredwith additional components and configured to receive higher inflatedpressures and contain higher impact pressurization forces.

Similar to the third preferred embodiment, this higher-pressure,tubeless barrier system includes some additional components. First, theambient air space is a smaller volume, and includes a more robustinflatable bladder inserts (M and N) sandwiched between weighted rubbersheets (B and H) or non-inflatable foam frame sandwiched betweenweighted rubber sheets (B and H) as illustrated in FIG. 32A/300.Notably, the ambient air space is similar in size regardless of whetherthe system is inflatable or non-inflatable. FIGS. 32 and 32A detail thisexploded view of the foam frames sandwiched between the weighted sheetscontained within the outer cover. The weighted rubber sheet 301 arrangesvertically within the outer cover and bookends the foam framestructures, one at the front and the other at the back within the cover.An intermediate weighted rubber sheet 303 (or H) arranges vertically oneither side of a fabric ambient cell separator that contains a similarvalve structure (FIG. 26 in previous embodiment) thus dividing this fullsize soft barrier track system into three ambient chambers (2 fronts and1 rear). The intermediate weighted rubber sheet 303 further includesair-directing ports 305 to meter pressurized ambient air upon impactfrom the front cells to the rear cell. The subassembly 300 includes aset of 3 ambient-air chambers (a symmetrical pair in the front and onein the rear) formed by foam frames sandwiched between the weightedrubber sheets 301 and 303 configured to create a bellows affect whencompressed.

Using the same external cover as the non-inflatable system describedabove, this higher-pressure, tubeless inflatable barrier system includesmuch of the same assembly components. Most notably, the foam frames arereplaced with inflatable bladders. As in its non-inflatable stable mate,the ambient air space is a smaller volume, and includes a more robustinflatable bladder inserts (M and N) sandwiched between weighted rubbersheets (B and H) as illustrated in FIGS. 33 and 33A. The frontinflatable bladders are symmetrical and each contains a single inflationvalve and multiple pressure relief valves. These pressure relief valvesare varied from 1 psi to 3 psi and exhaust into the ambient air void.This PRV configuration permits staged relief and storage of kineticenergy. FIGS. 33 and 33A detail this view of the inflatable bladderssandwiched between the weighted sheets contained within the outer cover.The weighted rubber sheet 301 arranges vertically within the outer coverand bookends the inflatable bladders, one at the front and the other atthe back within the cover. An intermediate weighted rubber sheet 303 (orH) arranges vertically on either side of a fabric ambient cell separatorthat contains a similar valve structure (FIG. 26 in previous embodiment)thus dividing this full size Soft barrier track system into threeambient chambers (2 fronts and 1 rear). The intermediate weighted rubbersheet 303 further includes air-directing ports 305 to meter pressurizedambient air upon impact from the front cells to the rear cell configuredto create a bellows affect when compressed.

When an automobile crashes into this soft barrier track system (such asa “Track Shield” brand—see trademark notice, above), the ambient airspace builds pressure and compresses, forcing the volume of air out ofthe air-release port in a directed and intentional manner so to absorbimpact forces, but also direct the release of the air so that thevehicle or person does not launch up and over the barrier.

Weighted Base Mat.

All the foregoing soft barrier system embodiments configure to include abase mat enclosure to contain a weighted base mat to limit lift uponimpact or in high wind environments, for example the base mat enclosureis illustrated in FIG. 29. The base mat slides into the cover enclosureand is designed to anchor the barrier so that riders do not careenbeneath the barrier.

Semi-Rigid Exterior Panel Option.

In each of the foregoing embodiments, a semi-rigid outer panel 260configured to arrange on the trackside of the exterior cover 240 iscontemplated. FIGS. 30 and 31 show a contemplated configuration for sucha semi-rigid panel. The semi-rigid panel is, for example, a continuouspiece of polyethylene guard rail-like material. It flexes under impact,but is resilient and re-forms after impact. These can also be made toconfigure rigid or semi-rigid panels to display advertising.

Other.

Although not expressly indicated in the many views of the drawing, thoseskilled in the art will appreciate other features are implicitlyincluded in the figures based on the following discussion. Due tonatural and normal thermal expansion and contraction, the entire systemincludes one or more pressure relief valves that release excess pressureto the atmosphere. To compensate for low-pressure conditions, thepresent invention contemplates different mechanisms to introducepressurized air into the system. One such device is an autonomous systemfor maintaining pressure, whereby a power source (such as solar chargedbatteries powering an inflation pump, direct coupling to existing powergrid to power an inflation pump, or other such means) combined with atleast one sensor and an automatically engaging the pump motor couple tothe system and provide pressurized air as needed based on pre-setconditions. Part of such a system may include a manifold fill system.

Tube Design of Two Embodiments.

Two embodiments of the present invention each include a soft barriersystem with rigid-foam panels to provide an internal support structureand a soft barrier system having slightly pressurized air tubes that areinterconnected to form an internal support skeleton. Both embodimentsuse the same external fabric cover and both embodiments utilizedcontrolled flow rate and directional flow of the captured ambient air inthe event of a crash—which compresses the cells of each respectivesystem rapidly, thus instantly causing the ambient air to pressurize dueto the decreased volume upon impact of the cell. This air volume isdirected in a controlled manner, as will be appreciated and explainedherein.

These two preferred embodiments are collapsible-on-impact consisting ofa system of interconnected air cells (having an air volume at ambientpressure) defined by a cell-on-frame structure that includesdirectional, controlled release of trapped air upon impact. Onepreferred embodiment consists of hollow, air-holding fabric tube memberthat are slightly pressurized above ambient pressure. In anotherpreferred embodiment the frame structure the frame structure is providedby rigid closed-cell foam supports wrapped in a fabric-like material.Details of the various preferred embodiments will now be discussed withreference to the various figures of the drawing.

FIGS. 1-12 illustrate system 10 of a preferred embodiment according tothe present invention. This one preferred embodiment includes an outerperimeter inflatable frame structure and fabric panel insert 12 thatwhen inserted within the outer cover consisting of a plurality ofinterconnected cells 11 defining a volume of air at ambient pressure.The cells are defined by various components of the frame structure.Accordingly, the frame structure 12 forms a generally parallelrectilinear structure when viewed from the front, top, bottom, or rearviews. This frame structure consists of interconnected tubes that holdslightly above 1 atmosphere of pressure to provide an internal frameworkto support the exterior cover and define the interior cells. These tubesconsist essentially of layers of fabric sealed together with an airspace. This air space is not intended to deflate on impact and displacecrash forces. However, to account for thermal expansion and severeimpact forces, the interconnected tubes do include a one-way pressurerelief valve and means for inflating.

FIG. 1, a left side view, shows the system 10 of the one preferredembodiment. This system has a frame structure 12 comprising afront-left-upright tube 14 extending vertically. Opposite this verticaltube 14 is a rear-left upright tube 16, also vertically arranged.Linking the two left-side vertical tubes 14 and 16 is a left-side lowerhorizontal tube 20 and a left-side upper horizontal tube 18. At anapproximate midpoint of both the upper and lower horizontal tubes 18 and20 is a mid-baffle vertical tube member 22. Between the cooperatingframe members just described, the system 10 includes a front left-sidebaffle panel 28 and a rear left-side baffle panel 26. Also visible inFIG. 1, the rear baffle panel 26 includes a flap 24, which—incooperation with a restrictor device 30—directs the direction ofescaping air and controls the velocity of escaping air in the event ofcollapse due-to-collision with the soft barrier system 10.

FIG. 2 is a right side view and it mirrors the left side, just describedand includes the frame structure 12 comprising a front-right-uprighttube 34 extending vertically. Opposite this vertical tube 34 is arear-right upright tube 36, also vertically arranged. Linking the tworight-side vertical tubes 34 and 36 is a right-side lower horizontaltube 40 and a right-side upper horizontal tube 38. At an approximatemidpoint of both the upper and lower horizontal tubes 38 and 40 is amid-baffle vertical tube member 42. Between the cooperating framemembers just described, the system 10 includes a front right-side bafflepanel 48 and a rear right-side baffle panel 46. Also visible is a flap24, which—in cooperation with a restrictor device 30—directs thedirection of escaping air and controls the velocity of escaping air inthe event of collapse due-to-collision with the soft barrier system 10.

As can be better appreciated from FIGS. 3-8, this one preferred system10 is modular. A first module consists of a frame structure 12 having 6cells 11 arranged three in front and three behind the front cells. Thestructure 12, accordingly, has a series of interconnected (and in fluidcommunication) tube members including a rectilinear top portionconsisting of a top-front long tube member 54 and an oppositely disposedtop-rear long tube member 54 coupled to a left-side top tube 18 and aright-side top tube 38. Intermediate to the left and right top tubes isa long top mid tube member 56 and intermediate front-to-back mid bafflemembers 58 to form the six cells pictured in the top view drawing (FIG.3). Each cell of the three cells positioned adjacent to the frontportion of the frame structure includes a front baffle panel 60, andeach of the three rear cells has a corresponding rear baffle panel 64.Further, each pair for front to back panels includes an intermediate ormid panel 65 both in the front-to-back direction and in theleft-to-right direction (not numbered in FIGS. 1-5).

At various locations along faces of the soft barrier system, welds 70,consisting of a heavy-duty strap fabric that is stitched onto theadjacent panel or support member serve to mechanically link variouscomponents together and add structural support, yet remain pliable inthe event of a collision.

FIGS. 9, 9A and 10—12, illustrates how the frame structure 12 issurrounded by a fabric casing structure that includes sidewalls 82 and atop 80. Welds 70 provide additional structural support and the abilityto link barrier modules to adjacent barrier models by means of anoverlapping portion 72. These overlapping portions can include a hookand loop mechanical fastening system to selectively secure to anadjacent and cooperating portion.

Also, the mid panel (baffle separators) 65, in cooperating with thefabric casing and directional vent windows 25 (or openings) enable thesystem of FIG. 9 to control the speed at which the air volume escapesand the direction of high volume air flow of the system upon impact by amotorcycle rider. High volume airflow is permitted to flow from front toback and from the back middle cell outward left and right. A one-wayvalve restricts flow in the opposite direction to reduce rebound energy.In FIGS. 9 and 9A, the top panel 80 is in an open position; this isshown merely to allow the viewer to see the internal structure 12relative to the outside casing. In normal operation this top 80 isclosed and secured to the front sidewall 82 by means of zipper with hookand loop. In this way, there is a constrained volume of air in each ofthe six modules in one barrier structure and the only path for escapingair to follow upon an impact of the system is first rearward out of thefront three baffles via ports 25 into the set of rear baffles, and thenout the sides of the barrier from the left rear and right rear baffle.The center rear baffle includes side ports (not shown in this view).

FIGS. 13-18 illustrate another preferred embodiment of a soft barriersystem according to the present invention. In this particularembodiment, the soft structure 12 of the first two embodiments isreplaced by a system of rigid foam panel members 100 to form the desired3-dimensional shape. This system 100 includes rectilinear symmetricalassemblies. The front foam assemblies include a foam front panel and twooppositely positioned solid panel sidewalls and a back wall having anopening 106 to allow the volume of air to escape in a controlleddirection. There are three front modules in one barrier. The rearmodules are very similar to the front modules. However the rear modulesinclude a foam front panel having a window or opening 25 to receive thedisplaced air (upon impact). The foam panels for the sidewalls of therear modules also include a window or opening 25 on each side panel todirect air to flow out the sides of the module. Cooperating with thesesix modules is a fabric baffle separator 110 that includes flaps 24 andair-restrictors 30 on the rear left-to-right baffle separator walls 112and on the front-to-rear baffle separator wall 114. The baffle separator110 along with the six baffle modules are encased in an outer fabriccasing having a lid 80 and sidewalls 82, as previously described in thefirst two preferred embodiments.

FIGS. 19-20 illustrate the outer casing common to all three preferredembodiments, and this has already been described, above.

In each of the preferred embodiments, the outer casing system includesan anti-lift weighted base mat 90, consisting of a thick rubber-likematerial.

Another contemplated embodiment includes the use of rigid front panels.Contemplated material for rigid front panel includes a solid or extrudedpolyethylene or other plastic.

Each unit, including those having a rigid front panel contemplatereinforcement of the panels by means of a strapping element tointerconnect the barriers, the strapping element is a braided metalcable, such as a steel ply cable. Alternatively the strapping element isa webbed fabric material. Units can be coupled tighter by cooperatinghook and loop fastener elements.

Business Method:

The revolutionary product design features enable our comprehensiveproduct and service model to transform the way that racetracks,temporary circuits, event promoters, individual participants andspectators look at soft barrier safety. Design and development of thesesafety systems focused on three key factors: 1. Unmatched performance,2. Unsurpassed product durability, 3. Affordability and ease of use.

Not all venues have access to capital to adequately provide the SoftBarrier safety needed to their user groups. This unique procurementmodel is an alternative to the typical sales/lease transaction. Thisprocurement model provides a semi-permanent, modular installation ofSoft Barrier safety systems under a long-term (typically 10-year)contract at an exceedingly affordable, per event rate. Under this model,the venues have no risk/cost for repairs or replacement of the systemsduring the contract period. Pricing is based on the venues' historic andprojected events calendar and the amount of Soft Barriers required.

The present invention contemplates a business method whereby a series ofsoft barrier systems, as previously described in any one or combinationof the foregoing embodiments of the present invention are owned by,maintained by, and installed by an owner. The owner then rents, leases,or otherwise contracts with a track owner/operator whereby the trackpays a fee for daily use of the installed systems. Under this method,ongoing maintenance, repairs, and even complete replacement of thesystem modules is included in the event fee without follow-on additionalcosts or additional liability to the owner for the duration of theagreement.

Although the invention has been particularly shown and described withreference to certain embodiments, it will be understood by those skilledin the art that various changes in form and detail may be made withoutdeparting from the spirit and scope of the invention.

I claim:
 1. A soft barrier system comprising: an outer casing comprisinga selectively closable top and at least one vertical sidewall adapted toenclose a volume, the outer casing further comprising at least one flapfor directing effluent airflow upon compression; an inner structurecomprising at least one baffle adapted to fit inside the outer casing.2. The soft barrier system of claim 1 further comprising: ananti-submerging mat coupled to a front portion of the outer casing. 3.The soft barrier of claim 1 wherein the inner structure comprises: atleast one vertical baffle support member and at least one horizontalbaffle support member, the horizontal baffle support member cooperatingwith the at least one vertical support member to define a baffle module;the baffle module adapted to enclose at least one front bafflecomprising at least one left-right baffle panel separator and afront-back baffle panel separator having an opening; the baffle modulefurther adapted to enclose at least one rear baffle adjacent to the atleast one front baffle, the at least one rear baffle defining a volumein fluid communication with the front-back baffle panel separator havingan opening and at least one left-right baffle separator wall having anassociated opening; and the outer casing sidewall flap being adapted toarrange adjacent to the associated opening of the rear baffle at leastone left-right baffle separator.
 4. The soft barrier of claim 1 whereinthe inner structure comprises: a fabric baffle separator defining atleast two baffle modules comprising of a front baffle module adapted tofit inside the outer casing, the front baffle module comprising a frontsolid foam panel, at least one solid foam side wall and a rear solidfoam panel having an opening; and a rear baffle module disposed adjacentto the front baffle module, the rear baffle module comprising a frontsolid foam panel having a corresponding opening arranged to be in fluidcommunication with the front baffle, at least one side wall having aside opening in fluid communication with the flap and a rear solid panelwall coupled to the sidewall.
 5. The soft barrier of claim 1 wherein theinner structure comprises: An inner bladder structure defining anencapsulated air volume, the inner bladder structure adapted to fitinside the outer casing.
 6. A system for attenuating impact forces of amoving vehicle relative to a stationary barrier, the system comprising:a soft frame defining a first volume; an inner volume of airencapsulated within at least one compartment defined by the soft frameinside the first volume, the at least one compartment further comprisingat least one air-release port adapted to direct the direction and volumeof air flow passing therethrough upon rapid compression of the innervolume of air due to an impact of a moving vehicle against the system.7. The system of claim 6 wherein: the at least one compartment furthercomprises a bladder.
 8. The system of claim 6 wherein: the soft framefurther comprises a tubeless air volume that is pressurized aboveambient air pressure.
 9. The system of claim 6 wherein: the soft framefurther comprises an inner fabric layer having an outside face and aninside face wherein the outer fabric layer and inner fabric layer coupletogether either directly or by means of at least one intermediate andcontinuous sidewall and further the outer fabric layer and inner fabriclayer are configured to define the compartment.
 10. The system of claim6 wherein: the soft frame comprises an outer perimeter inflatable framestructure supporting a fabric panel insert; an outer cover adapted tofit over the soft frame; the soft frame further defining a plurality ofinterconnected interior cells, each interior cell defining acorresponding volume of air at ambient pressure.
 11. The system of claim10 wherein: the soft frame further comprises a generally parallelrectilinear structure when viewed from the front, top, bottom, or rearviews and further comprises a plurality of interconnected tubes thathold slightly above 1 atmosphere of pressure to provide an internalframework to support the exterior cover and define at least on of theinterior cells; the plurality of interconnected tubes comprise at leastone layer of fabric sealed together with an air space, theinterconnected tubes further comprise a one-way pressure relief valve.12. The system of claim 6 further comprising: at least one rigid-foampanel adapted to fit within the soft frame whereby the rigid-foam panelprovides an internal support skeleton.
 13. The system of claim 1 furthercomprising: at least one rigid-foam panel adapted to fit within the softframe whereby the rigid-foam panel provides an internal supportskeleton.
 14. The system of claim 6 further comprising: a semi-rigidouter panel configured to arrange on a track-side of the soft frame. 15.The system of claim 1 further comprising: a semi-rigid outer panelconfigured to arrange on a track-side of the soft frame.